Unattended, self-guided, zip-line, tour system and method

ABSTRACT

A canopy tour system may include multiple track lines extending between associated upper and lower stations for loading, launching, receiving, and unclipping, respectively, riders of trolleys on the zip lines. A system of mechanical and electronic interlocks provides safety for users in remote locations, enabling individual riders to operate trolleys, including attaching and dis-attaching the trolleys from various track lines, unattended by other workers or employees of the canopy tour operation. Mechanical interlocks assure that a trolley cannot be properly engaged with a launch block on a track line until all such interlocks are properly closed. A master computer may communicate through a network, with all stations to verify and identify times and locations of users.

RELATED APPLICATIONS

This application: is a divisional of U.S. patent application Ser. No.14/923,708, filed Oct. 27, 2015; which is a continuation in part of U.S.patent application Ser. No. 14/451,932, filed Aug. 5, 2014, and is acontinuation in part of U.S. patent application Ser. No. 14/711,465,filed May 13, 2015, which claims the benefit of U.S. Provisional PatentApplication Ser. No. 62/058,544, filed Oct. 1, 2014. All the foregoingreferences are hereby incorporated herein by reference. Moreover, thisapplication hereby incorporates herein by reference U.S. Pat. No.7,637,213, issued Dec. 29, 2009; U.S. Pat. No. 7,966,940, issued Jun.28, 2011; U.S. Pat. No. 7,299,752, issued Nov. 27, 2007; U.S. Pat. No.7,404,360, issued Jul. 29, 2008; U.S. Pat. No. 6,622,634, issued Sep.23, 2003; U.S. Pat. No. 6,666,773, issued Dec. 23, 2003; U.S. Pat. No.8,191,482, issued Jun. 5, 2012; U.S. Pat. No. 8,333,155, issued Dec. 18,2012; and U.S. patent application Ser. No. 14/451,932, filed Aug. 5,2014.

BACKGROUND Field of the Invention

This invention relates to amusement rides and, more particularly, tonovel systems and methods for zip lines.

Background Art

The word “zipline” and words “zip line” refer to a line or wire rope,typically, suspended between two supports. The zip line necessarilycontains no intervening supports. It relies on gravity, and alwaysgravity at the beginning. It may also rely on a rider drawing the cablepast a trolley by hand-over-hand grasping and pulling on the wire rope.In some instances, an attendant on the ground below a zip line may drawa rider and trolley along a zip line, at least an uphill portion nearthe lower end thereof, in order to move the rider along.

Adventure stories, movies, military operations, and the like may rely onzip lines as lightweight, temporary mechanisms for crossing a space,such as a river or gorge.

An individual rider may use a gloved hand for their own braking. One maymove along a cable or line by grasping the overhead line with a glovedhand. In other instances, a long braking rope extends downward to begrasped at an appropriate time and place by an operator below. Theoperator grips the rope to restrain or to exert force on a rider,thereby slowing the rider from crashing into the lower anchor on theride.

Such systems are not cost effective in many applications. Labor costs atamusement parks, populated by a large cadre of trained personnelmanaging the machinery of the rides are not practical without highthroughput. Any installation with limited throughput (no long waitinglines with attendants everywhere) in or near wilderness, observingnature, in an exotic location, offering solitude, or the like will havea labor problem. Any possible change to rider infrequency, riderelection of pace and speed, stopping to view a natural setting, a remotelocation, comparative solitude, and the like will create safety risks,maybe a serious safety problem.

What are needed are apparatus, systems, and methods that could renderpractical, safe, and economical the unattended use of zip lines deployedin multiple courses or “legs” as a tour.

BRIEF SUMMARY OF THE INVENTION

In view of the foregoing, in accordance with the invention as embodiedand broadly described herein, a method and apparatus are disclosed inone embodiment of the present invention as including a set of anchors,which may be secured atop towers or elevated positions calculated toprovide clearance above underlying foliage and terrain. The towers mayoperate as spacers away from obstructions below that might interferewith or injure a rider.

A platform at an upper tower and cable or anchor for launching and acorresponding lower platform, tower, and anchor for landing are providedwith each zip line. Sometimes, zip lines may be concatenated. That is,the lines are not necessarily connected. Indeed, a pulley or trolleycannot pass through an anchor in descent. Such a system would createinordinate danger.

However, a single anchor may have a platform associated with an incomingline and thus act as a terminal station. That platform or another somedistance away, may serve as the launch platform for launching the samerider on another zip line constituting another leg of the canopy tour.Thus, such canopy tours may be constituted by courses or sequences onzip lines.

Secured to and by each tower is a line, typically a wire rope as thatterm is understood in the engineering and manufacturing art. Industryhas long used woven strands of twisted wire having comparatively highstrength and a comparatively low elongation under load. Often this isreferred to as cable, but the term “cable” typically refers to a bundleof wires, often electrical wires. Nevertheless, cable is not an improperterm for a wire rope. A cable is typically suspended in a catenarybetween two adjacent anchors. All points between two towers may be freeof support. In some embodiments, hardware may permit cable supports tobe traversed by a trolley on the cable.

Cables may be monotonically tilting downward, may be level, or may befreely suspended with upward and downward angled portions of a catenarysuspension. An upper anchor will serve as a launch location while thelower anchor will be associated with the landing location.

In one embodiment of an apparatus and method in accordance with theinvention, a series of zip lines is concatenated in space, whether ornot literally interconnected. Rather, the routes traversed by the ziplines are virtually concatenated such that a rider may traverse onecourse or path between a first anchor and a second anchor. A rider maythen exit or otherwise leave the landing platform and either connect toa new course or leg of the tour or go wandering, hiking, exploring, orthe like for some period of time. Again, this long period of unattendedtime at a remote location is unheard of in prior art systems as simplyintolerable from a labor standpoint and from a safety, throughput,training, or other administrative standpoint.

Accordingly, an apparatus, system, and method in accordance with theinvention may rely on sensors, safety interlocks, instructions, basictraining, or changes to hardware connections. They may operate byrendering removable certain devices and apparatus that have previouslybeen fixed or undetachable from other components. They may rendernon-removable certain components that have previously been attached orattachable only by skilled attendants. They may use simplifiedequipment. They may rely on providing warnings, providing multiplydependent functionalities that protect against misuse, improper use, ornonuse of safety mechanisms, and so forth.

In one embodiment of an apparatus and method in accordance with theinvention, a launch platform has associated therewith a deck on which auser may comfortably stand or move about. A launch block secured to themain track line or carrier (cable, wire rope) is responsible to registera trolley mechanically and electronically for launching from the launchplatform.

Similarly, a landing platform may be configured with a deck on which arider may disembark from the harness or seat suspended from a trolley onthe overhead track line. The arrival is registered electronically forsafety at several levels. A velocity or momentum attenuator may existapproaching the terminal or landing platform in order to brake the speedof a rider approaching that platform.

Meanwhile, at the launch end, a release, a set of electronic andmechanical safety interlocks, and the like operate according to centralsupervisory computers. Safety interlocks assure that the trolley above auser (which will support that rider) cannot roll down the line while therider is attaching thereto. Likewise, other interlocks may be associatedby shared computer control with the trolley, the launch block, or both.

For example, gates that are selectively openable and closable, may bearranged to slide back and forth laterally (side to side), vertically(up and down), pivot (in and out), or rotate (e.g., around a verticalaxis) in turnstile fashion. They may be counterbalanced, drawn bycables, mechanized with a four-bar linkage, gear driven, or the like.

Gates may be interlocked so as to be openable by a user only aftersafety criteria (e.g., no interference with other riders) oradministrative criteria (e.g., authorization and payment) are satisfied.For example, a next rider may be required to close a counter-balanceopening gate enabled only after a previous rider has exited a launchdeck or landing deck. Gates may also be interlocked with restraintssecurable to the track line to a secure rider.

For example, in order to open a gate, one may be required to pass one ormore tests. Interlocks may be required to report in. A rider may berequired to place the line into the proper position with respect to thetrolley, close the frame with a link or with a bail, and lock the frameagainst accidental release. Only then does the trolley fit the launchblock. Only then can the trolley register properly with the launchblock. Only then does a sensor authorize the next steps. Such aconfiguration is provided with instructions, warnings, signs, andinitial training.

However, the procedure of operation is sufficiently simplified thatthere is comparatively little to remember. Thus, a simple process,straightforward training, reminders, and interlocks will not permit arider to leave the platform less than safely. At launch various systemsinterlock to protect against accident, injury, misuse, damage to theequipment, and so forth.

In certain embodiments, a system of sensors is provided with uniqueidentifiers for each rider. Thus, electronic sensors detect, track, andreport the presence, arrival, and departure of each individual user toand from each individual station, whether launching or landing.Electronic safety lockouts or locks do not permit a new rider totraverse a line or leg of a tour until after the last previous rider hassafely left. Each rider thereon is detected to arrive at the landing,and exit that area of the landing deck designated for stopping,standing, unclipping from the line, and so forth. In certainembodiments, this electronic locking operates to prevent a followingrider approaching a launch platform from even entering the launch regionof the launch platform “upstream” of a rider on the track line or stillin the landing area.

In other embodiments, in order to increase throughput, the lock systempermits entry onto the launch platform, clipping in, connecting allhardware, and confirming all the security mechanisms and processes, evenwhen the corresponding landing platform below is occupied. However, thesystem does not permit exit from the launch platform by the followingrider, until the line and the landing platform are clear below.

In other embodiments, the trolley and launch block may have a matingengagement that provides for positioning, registration in one, two, orthree dimensions or directions. They may include mechanical interlocksthat prohibit or restrain a user from fully clipping in, from launching,or both. They may require that certain fittings have been matched,secured, and verified to be at their proper locations, distances, and soforth. Many details of these mechanisms are disclosed in the referencesincorporated herein by reference hereinabove.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing features of the present invention will become more fullyapparent from the following description and appended claims, taken inconjunction with the accompanying drawings. Understanding that thesedrawings depict only typical embodiments of the invention and are,therefore, not to be considered limiting of its scope, the inventionwill be described with additional specificity and detail through use ofthe accompanying drawings in which:

FIG. 1 is a perspective view of upper and lower stations for launchingand landing, respectively, in a system in accordance with the invention;

FIG. 2 is a perspective, exploded view thereof, showing various optionalreaders and corresponding targets suitable for use in the upper andlower stations;

FIG. 3 is a perspective view of a rider in harness, and illustratingvarious types of targets that may be associated singly or together witha rider using a system in accordance with the invention;

FIG. 4 is a perspective view of a trolley in accordance with theinvention, illustrating a launch block, not yet registering the trolleyin its secured position, and the trolley being connected in an explodedview to alternative embodiments of harnesses;

FIG. 5 is a perspective view of a trolley of FIG. 4, in accordance withthe invention, illustrating a launch block now registered with thetrolley in its secured position;

FIG. 6A is a left side, perspective view of a trolley having a launchblock interlock system in one alternative embodiment thereof;

FIG. 6B is a left side elevation view thereof;

FIG. 6C is a rear elevation view thereof;

FIG. 7 is right side perspective view thereof;

FIG. 8A is a lower quarter, left side, perspective view of analternative embodiment of an interlocking trolley with the brake systemclosed;

FIG. 8B is an upper quarter, left side, perspective view thereof withthe brake system (caboose) open;

FIG. 8C is a rear, upper quarter, left side perspective view thereof;

FIG. 8D is an upper quarter, rear perspective view thereof;

FIG. 8E is a left side elevation view thereof;

FIG. 8F is a rear elevation view thereof;

FIG. 9A is a top plan, cutaway view of one embodiment of a latchmechanism securing a trolley to a launch block;

FIG. 9B is a frontal, upper quarter, left side perspective view of asnap shackle on an arm for interlocking the trolley to a launch block;

FIG. 9C is a top plan, cutaway view of an alternative latch and releasemechanism for securing a trolley to a launch block.

FIG. 10 is a schematic block diagram of a computer system for providingcomputer services as a master computer, or as a distributed processorfor reading, reporting, or otherwise communicating and processinginformation during operation of a system in accordance with theinvention;

FIG. 11 is a schematic block diagram of a process for registration,equipment, training, and operation of a system in accordance with theinvention;

FIG. 12 is a schematic block diagram of a top preparation process foroperating a system in accordance with the invention;

FIG. 13 is a schematic block diagram of a departure operation or processin a system in accordance with the invention;

FIG. 14 is a schematic block diagram of an arrival operation or processin a system in accordance with the invention;

FIG. 15 is a schematic block diagram of an alternative embodiment of aninterlocking and testing system for safety in the computerized controlsystem of a zip line canopy tour system in accordance with theinvention; and

FIG. 16 is a schematic block diagram of one embodiment of a connectionscheme between the various networked, computerized devices in thesystem.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

It will be readily understood that the components of the presentinvention, as generally described and illustrated in the drawingsherein, could be arranged and designed in a wide variety of differentconfigurations. Thus, the following more detailed description of theembodiments of the system and method of the present invention, asrepresented in the drawings, is not intended to limit the scope of theinvention, as claimed, but is merely representative of variousembodiments of the invention. The illustrated embodiments of theinvention will be best understood by reference to the drawings, whereinlike parts are designated by like numerals throughout.

A zip line may extend as a catenary, as defined in the engineering art.The term “catenary” is understood by repair to any textbook onstructural mechanics or engineering nomenclature. The catenary extendsfrom an upper anchor point to a lower anchor point, the decline of theline providing the gravitation motivation of a rider suspended from atrolley. The trolley may be as simple as a single wheel or pulley in aframe, from which frame is suspended a harness, seat, handle, or thelike from which a rider is suspended.

Zip lines may simply be deployed, lightweight, temporary mechanism forcrossing a space that is otherwise resistant to traverse. For example,crossing a river, gorge, or the like, a zip line may provide fortransport of materiel, personnel, and so forth. Zip lines have a fewinherent difficulties in installation and operation. For now, thedetails of installation are not of concern with respect to the instantapplication.

On the other hand, the difficulties of operation are substantial. Forexample, a soldier trained to use a zip line may undergo hours or daysof training. An individual who relies on zip lines in an industrial,military, or other routine context will not only have trained intenselybut will have extensive experience.

However, in recent years, zip lines may have utilitarian function or anentertainment function. Children's youth camps, Boy Scout™ camps,high-adventure camps, “challenge courses” offered by industry toexecutive teams for team-building purposes, amusement parks, ski resortslooking for additional amusements that do not require snow, and so forthare possible locations for installing zip lines.

To a certain extent, the amusement-ride, zip lines may have obtainedtheir most significant start in second and third world countries wheremanual labor was more readily available. The rides could be installedeasily and operated by a plentiful labor force.

For example, it is not uncommon to have an individual rider responsiblefor their own braking to slow their descent on a zip line by graspingthe overhead line with a gloved hand. In other instances, a long brakingrope extends downward to be grasped at an appropriate time and place byan operator below. The operator grips the rope to restrain or to exertforce on a rider, thereby slowing the rider from crashing into the loweranchor on the ride.

A new development in accordance with the invention makes theseapproaches not cost effective. Labor costs are a significant portion ofmost businesses. Amusement rides, such as amusement parks, are populatedby a large cadre of trained personnel managing the machinery of therides. Others repair and maintain machinery. Others are handling theattendees, instructing, remonstrating with, and otherwise protectingriders, and so forth.

The throughput rates common to urban-accessible, amusement parks reflectthe large draw from a large population base. The routine nature of theoperations makes for comparatively lower cost, lower skill, and highlyavailable attendant populations.

However, an interest in wilderness, nature, exotic locations, solitude,and the like has given rise to canopy tours. A canopy tour refers to asystem of zip lines that extend across certain regions of a forestcanopy. Thus the word “canopy” arises in the term “canopy” tour.Typically, in a “canopy tour” environment, zip lines are installed justunder a canopy or layer of foliage in a rain forest, jungle, or thelike.

These share a common problem of labor. Labor is a significant cost. Thenature of rider infrequency, rider election of pace and speed, a naturalsetting, a remote location, comparative solitude, and the like willcreate safety risks and a serious labor problem. How can an operationprovide a cost-effective canopy tour experience for riders who are notlined up in crowds as at an amusement park? The labor cost ofmaintaining attended stations at every landing and every launch issimply cost prohibitive. The safety risk of unattended stations isuntenable.

Referring to FIG. 1, a system 10 in accordance with the invention mayinclude an upper station 12 from which riders will launch on a zip lineride. In the illustrated embodiment, an upper station 12 includes asafety structure 13, such as a railing 13, fence 13, or the like. Therailing 13 surrounds virtually on all sides, an upper deck 14. The exitfor launching a trolley may have a net, gate, or both to provide properegress but assure safety against falling from the deck 14. The upperdeck serves as the staging space 14 for a rider to harness up, clip into the system 10 and launch on a descent.

As illustrated, the upper deck 14 may be formed of any suitablematerial, such as expanded metal, deck planking, concrete, or the like.Various embodiments of systems 10 in accordance with the invention areidentified in the U.S. patents and applications incorporated hereinaboveby reference. Various embodiments for decks 14 or platforms 14 servingas upper stations 12 are illustrated and detailed.

In the illustrated embodiment, a railing 13 is important because thesystem 10 is unattended. Instead, users (riders) are trained, theirdecisions are limited, and their equipment is modified in order toassure user safety. Accordingly, users are restricted by variousmechanical and electronic interlocks from improperly entering or exitinga station 12 or launching from the station 12. A station 12, absent theproper authorization, safety checks, and so forth, will not permit auser to enter therein and launch therefrom.

As a user approaches the upper station 12 a reader 15 is provided aspart of an electronic portal 16. This entry portal 16 will requireidentification, authorization, and so forth as described hereinbelow.

The upper station 12 may include an access control 17, such as aturnstyle 17, or the like. Various embodiments of a system 10 inaccordance with the invention may count, track, control, and report onthe specific locations of various users operating within the system 10.

Thus, in some embodiments, the turnstyle 17 may be required.Alternatively, another barrier 18 or gate 18 may be the access control.In certain embodiments, the portal 16 will be required for entry througha physical barrier 18 after which a turn-style 17 or other accesscontrol 17 may count, track, register in, and so forth a user.

The actuator 19 or bar 19 of the turn-style 17, if conventional, may notserve as an absolute physical barrier 18. Thus, either, or both, inseries, may be relied upon in the system 10. However, the actuator 19may be defeated in an unattended system. For example, subway systems,mass transit rail systems, and so forth often use turnstyles 17 as anentry and exit mechanism, including control by card readers, and soforth. However, such systems are all attended. Various transit authoritypolice, station attendants, and the like as well as a large publicpopulation will notice and report any breaches or other violations.

In contrast, in an apparatus and method in accordance with theinvention, the system 10 may be remote, and completely unattended forextended periods of time, including hours, possibly days, but probablyinspected at least weekly. In most circumstances, one would expect tohave a safety check by personnel perhaps daily, traveling through thesystem 10 on all the routes. However, this takes an extensive period oftime, and need not be done everyday. However, prudence would suggest atleast weekly inspections.

Since the system 10 is unattended for extensive periods of time, andsince zip lines over ravines, rivers, forests, and other scenic sitesare inherently life-or-death situations, safety requires protection thatcannot be defeated. Thus, the fence 13 may actually be higher than anindividual can access or climb, and may be protected by securitydevices, concertina wire, or the like against incursion by unauthorizedindividuals.

For example, remote systems 10 will not likely be defeated by payingcustomers as riders, properly equipped, trained, and authorized toaccess the system 10. However, it is not unknown to have completestrangers access a zip line with makeshift equipment, and cause harm tothe system 10, as well as personal danger, injury, or worse. Therefore,the presence of an absolute physical barrier 18 as well as the accesscontrol 17 is not actually a redundancy. Thus, by urging the actuator 19forward, a user (rider) may rotate a turnstyle 17, thus gaining properaccess, recording an account or access number associated with the rider,the trolley, or both, and so forth.

A track line 20 is connected between towers, and suspends therefrom as acatenary. The patent documents incorporated hereinabove by reference layout detailed structures and methods for establishing anchors, towers,bollards, and the like for a track line 20. The track line 20 istypically formed of a wire rope of suitable dimensions, typically fromabout three quarters inch to about one inch in diameter. Nevertheless,shorter spans support less weight, and therefore may rely on smallerdiameters. Likewise, longer spans may be correspondingly larger.

The track line 20 originates near the upper station 12 such that thetrack line 20 passes directly over the upper deck 14, at a heightproviding safe access to a user (rider). Ultimately, the track line 20also descends (always with a downhill slope) to a lower station 22. Thelower station 22 is similar in construction to the upper station 12, toinclude a fence 23 or railing 23, a lower deck 24, and one or morereaders 25, associated with an electronic portal 26. Again, the lowerstation 22 may include an access control 27, such as a turnstyle 27, anda physical barrier 28 or gate 28. An actuator 29 or bar 29 on aturnstyle 27 is simply one mechanism by which to detect that a user hasexited. Others may operate including reader 25 and reminder 29affirmatively engaging a user.

An important reason for an actuator 29 on a turnstyle 27 is to obtain areport without requiring or relying exclusively on memory or training ofa rider. Certain protections and interlocks within the system 10 willprevent accidentally loading a single line 20 with multiple users.Similarly, a rider will not be permitted to leave the upper station 12until the lower station 22 is clear. Thus, it is just as important for arider to check in with a reader 25 at a lower electronic portal 26 tocheck in through activation of a reader 15 in an upper portal 16. Theturnstyles 17, 27 also indicate rider locations. Passing through aturnstyle 17, 27 indicates that an individual has entered or exited therespective deck 14, 24. Certain provisions may be made for variousportals 16, 26 at different locations in order to more specificallyidentify where exactly users are located. For example, if multipleriders are allowed on a deck 14, 24, they may be required to remain atregistered locations away from the path of a trolley and rider activelymoving along the track line 20.

For example, the system 10 has been integrated and simplified for userssufficiently that children may be able to operate as riders of thesystem 10. However, physical height is a limitation that cannot bereadily overcome. Thus, a man nearly six feet tall or a woman ofcorresponding stature may be able to reach a track line 20 from a deck14, 24. However, a child a foot or less shorter in height cannot. Tothat end, stairs, steps, risers, or the like may be added to the deck14, 24 in order to permit a smaller use to clip in to the track line 20.

Alternatively, an associated adult may be permitted access to assist. Aparent or adult chaperone may be permitted on the deck 14, 24, so longas verification is provided that such an attending, related, responsibleadult is sufficiently clear of the path under the track line 20 whenriders are coming and going.

Thus, the electronic portals 16, 26 may permit multiple persons to be onthe decks 14, 24 at any given time, but may require that all adultsother than the designated rider be remote from the track line 20 anytime a rider is underway thereon. Thus, when the trolley is stopped atthe upper deck 14 or the lower deck 24, then a responsible, chaperoningadult may approach to assist in clipping in and unclipping a childrider. Various additional equipment is installed about the stations 12,22. For example, a cable gate 30 or cable close gate 30 serves as anelectronically actuated, mechanical interlock 30. The cable close gate30 is a mechanical system that preferably blocks any ability of a user45 to travel down the track line 20. The gate 30 effectively arrestsanything traveling along the track line 20 against leaving the upperstation 12. A gate 30 may operate in any of several manners.

For example, a yoke that simply sits on the line 20 will serve thisfunction. Likewise, a hook, a plate-shaped shield may serve. A plate,cone, ball, or other obstruction, having an aperture or slot in thebottom thereof, may be activated to slide down over the line 20. Withthe line 20 occupying the slot, the obstruction provides a stop againstany access to the track line 20 or at least any movement downwardtherealong.

In other embodiments, a physical obstruction 30 of any type in closeproximity to the track line 20 incapable of preventing passage therealong will serve. The shape is less important than the proximity to thetrack line 20, in order that no sliding or rolling member can pass. Forexample, a rectangular plate with a slot or aperture protruding from abottom edge to about the center thereof may block the line 20.Similarly, a spherical obstruction having a slot between a lower edgeand a center thereof may be placed over the line 20.

In another embodiment, a hook or latch may engage the top, bottom, orother location on any material or fixture attempting to travel along theline 20. In another embodiment, a simple bar or rod may passhorizontally under the line 20 at a distance and of a length calculatedto prevent any suspended item from passing along under the line 20. Anycombination of rods, plates, spheres, solids, hooks, wedges, or the likepivoting or translating into position increases cross sectional area.Any such mechanisms may be used to assure that no unauthorizedstructures may pass along the line 20 out from the upper station 12.

The significance of the cable close gate 30 is primarily safety.Unauthorized access to the line 20 at any time, by any person, for anyreason may risk damage to the line 20 or other parts of the system 10.However, the highest risk of loss, damage, or injury is to any personwho accesses the line 20 without authorization. Serious injury or deathmay occur as a direct consequence of unauthorized access. Accordingly, asystem 10 that does not require a plethora of attendant techniciansmanaging and instructing riders at the upper station 12, lower station22, or both militates in favor of serious efforts at locking outunauthorized persons for their own safety.

Referring to FIGS. 1 through 5, and to FIGS. 1 through 16, generally,also at the upper station 12 is a launch block 32, certain embodimentsof which are disclosed herein. Others are disclosed in the referencesincorporated herein by reference. The launch block 32 is responsible forregistering, meaning mechanical registration, electronic registration,or both, of the trolley 50 of any rider 45.

The launch block 32 is provided with certain fixtures and fittings thatmeet in a mating relationship with components used by the rider 45.Accordingly, mechanical registration assures that the mechanicalinterlocks are closed, are properly located, and that a user 45 mayproperly operate the system 10. Likewise, certain sensors in the launchblock 32 provide electronic interlocks that report (to a mastercontroller 40 (computer) the proper registration in space, and thereforethe proper registration with suitable control systems in order thatlaunch from the upper station 12 is authorized and enabled.

Meanwhile, a terminal detector 34 may optionally detect passage of auser 45. Nevertheless, in most embodiments, the incoming portal 16 andits reader 15, the outgoing portal 26 and its reader 25, and variousoptional sensors and controls on the barriers 18, 28, turnstyles 17, 27,and the like may report access by users, entry, and exit, and controlthem to promote safety.

Referring to FIG. 2, a power source 33 or power line 33 may be providedfor various readers 15. Readers 15 may take on various embodiments. Forexample, a reader 15 a may operate as a radio frequency detector, suchas RFID reader systems 15 a. In such a system, a target 35 a may be readby way of a sensor 37 a communicating over a network 36 connected by acommunication link 38. Thus, the communication link 38 a connects thereader 15 a to the network 36. The signal from the sensor 37 a may beprocessed by the reader 15 a, or may be simply transmitted or read.

Ultimately, a master controller 40 includes a computer system 110 (seeFIG. 10), described hereinbelow in greater detail. The computer system110 is tasked with receiving incoming data 42 from monitoring theportals 16, 26 and the readers 15, 25. Similarly, additional sensors maybe provided, as well as local controllers, actuators, and detectors(like those described herein) for the access controls 17, 27 and thephysical barriers 18, 28.

By the various modes of operation, signals from all sensors in theforegoing and other components may be transferred. They arrive asmonitoring data 42 or incoming data 42 received by the master controller40.

After processing the incoming data 42, the master controller 40 providescommands 44 or authorization 44 back to various devices in the system10. For example, actuators and locks may be opened or enabled for theaccess controls 17, 27, the physical barriers 18, 28, as well as thecable close gate 30, the launch block 32, and so forth. Detectors 34typically need not have any controls associated therewith. That is,there is no need for a command to be received by in every embodiment ofthe detector 34.

Such straightforward functionality as turning on, turning off, polling,reporting, and the like may be programmed to involve commands sent todetectors 34, such as the terminal detector 34. Nevertheless, in otherembodiments, the detector 34 may simply report a signal when polled. Itmay report activity on an interrupt basis as in various modern digitalcomputer systems.

Referring to FIGS. 2 and 3, the readers 15, 25 may be implemented in anyof the embodiments illustrated in FIG. 2, or others. For example, thereader 15 b relies on a card 35 b such as a magnetic card in order for asensor 37 b to detect data from the magnetic card 35 b. Suitable powersources 33, such as a line 33 a, 33 b, or a battery, or the like mayserve to power the reader 15 and the communication link 38.

One should note that it is proper herein to speak of any referencenumeral alone, with any trailing alphabetical character, or both. Thatis, a reference number refers to a named item. A trailing referenceletter refers to a specific instance of the item designated by thereference numeral.

The readers 15 a, 15 b, 15 c, 15 d, 15 e, 15 f, 15 g each rely on theirown respective targets 35 a, 35 b, 35 c, 35 d, 35 e, 35 f, 35 g, andsensors 37 a, 37 b, 37 c, 37 d, 37 e, 37 f, 37 g. Any of the sensors 37may simply send digital data directly back over the communication link38 a, 38 b, 38 c, 38 d, 38 e, 38 f, 38 g, respectively. Alternatively,within any individual reader 15 may be initial processing to track,record, report, manipulate, calculate, or otherwise make use of thesignal initiated by detection of any target 35 by its correspondingsensor 37.

For example, an RFID tag 35 a may contain substantial information.Likewise, a magnetic card 35 b may contain comparatively largequantities of information. In fact, modern magnetic card systems providefor chips containing much more data than could be carried on theconventional magnetic strip.

Similarly, a bar code ticket 35 c may contain some amount ofinformation, and may be embodied in any format. For example, the ticket35 c may include a literal bar code, a QR code, or some other visual orimage printed on the ticket 35 c. Thus, the sensor 37 c may readinformation in considerable detail. Alternatively, the master controller40 may have substantial information linked to an identifier, requiringonly a characteristic identification number to be carried on any one ofthe targets 35.

Thus, for example, when the mechanical card 35 d is passed into a sensor37 d, of a reader 15 d, limited digital data may be available. A typicalmechanical card 35 d includes apertures that are read by passing light,contacts, rods, or the like through the card 35 d at selected locations.That set of locations ends up defining a state or a set of gates thatare open or closed depending on whether or not they will pass a light ormechanical rod, electronic, or electrical contact signal therethrough.

With a mechanical card 35 d data may be somewhat limited, relying on themaster controller 40 to receive a code number embedded in the ticket 35d (target 35 d), which will then permit the reader 15 d, the mastercontroller 40, or both to know or have access to all of the other datarelated to the bearer of the mechanical card 35 d.

Likewise, a key pad 37 e may operate as a sensor 37 e, reading a series35 e of numbers or digits that operate as the key 35 e or target 35 e. Auser 45 may input into the key pad 37 e the data 35 e, thus providingidentification of a rider. Again, the reader 15 e, the master controller40, or both may then be able to access all necessary data correspondingto the user 45 who input the digits 35 e into the reader 15 e.

One advantage of using a comparatively smaller data set in any givenreader 15 is that minimal processing is required. The advantage ofincluding more data means that processing can be done right at thereader 15. This may occur so long as the proper authorizations have beencommunicated over the communication link 38 from the master controller40.

In other embodiments, a reader 15 f may read any target 35 f that isdetectable from a distance. For example, a user 45 may wear an articleof clothing, or some other characteristic holder positioned at aspecific location on the body or equipment of a user 45. The sensor 37 fmay thereby automatically read a signal available to the sensor 37 f inresponse to detecting the target 35 f.

In yet another embodiment, a magnetic loop 15 g may operate as adetector 15 g. Typically, a magnetic detector 15 g will operate toactivate a target 35 g by induced electricity or magnetism. Thus, thetarget 35 g may be inactive until operated upon by an electrical ormagnetic field imposed by the magnetic loop detector 15 g. Accordingly,a sensor 37 g may receive a signal originated by an activated target 35g. Accordingly, most of the actual logic of processing may be done bythe master controller 40, or electronics associated with the detector 15g or its sensor system 37 g.

Referring to FIG. 3, a rider 45 may be provided with a harness 46,helmet 47, and some securement 48, to any of which may be secured one ormore targets 35 or passes 35. For example, in the illustratedembodiment, beginning clockwise from the top of the illustration, atarget 35 may be replaced on the top of a helmet 47 to be read by adetector 37 or sensor 37 above the user 45, and having a field of viewtherebelow.

As another example, laser bar code readers 15 use a coherent beam oflight, and may therefore read codes at a considerable distance on atarget 35 or pass 35. Thus, such readers 15 above a user 45 passingthrough a portal 16, 26 may automatically detect and report a locationand time of a user 45 identified by the target 35 or pass 35.

The target 35 on the side of a helmet 47 may operate in much the samemanner. Also, in systems such as radio frequency identification systems15 a, passing by a portal 16, 26 may cause the proximity of the target35 to be detected, read, and reported.

Likewise, if a shirt 48 f operates as a securement 48, then a pass 35 ortarget 35 may be in a pocket, or secured to the shirt 48 f. A wristband48 c may contain a target 35 easily presentable to a reader 15 at afixed location at about waist height or above. For example, a user 45may orient the wristband 48 c and target 35 associated therewith nearthe sensor 37 of any reader 15 in order to provide identification,location, and time to the master controller 40.

The ankle band 48 d illustrated may be well adapted to radio frequencydetectors 37 a, and certain bar code readers 15 c. For example, if areader 15 is positioned in a comparatively low position close to a deck14, 24, then passage of a user 45 thereby will result in detection ofthe target 35 on the band 48 d. Moreover, if feet must pass through agate, they present ready orientation and comparatively restrictivedistance with respect to a deck 14, 24 and reader 37.

Similarly, a belt 48 e of a harness 46 may have attached thereto atarget 35. Somewhat more cooperation from a user 45 may be required inorder to assure that no arm, equipment, or other obstruction is betweenthe target 35 and any individual sensor (reader) 37 needing to “view”that target 35. Nevertheless, such a location is unlikely to be damaged,obscured, or accidentally unavailable. Here again, convenience of theuser 45 is one consideration. Nevertheless, a user 45 will be motivatedto properly present a target 35 to a reader 15, inasmuch as the system10 will not function until the reader 15 has received confirmation thata target 35 has arrived, indicating that the corresponding user 45 is inthe correct place.

Similarly, a lanyard 48 b may connect to a target 35 worn around theneck. One advantage of a lanyard 48 b is that a user 45 may grip thetarget 35 on the lanyard 48 b and present that target 35 to a particularsensor, of virtually any type. For another example, a reader 15 e thatprovides a key pad 37 e as the detector 37, may be served well by thepresence of all key information being on the target 35 or pass 35attached to the lanyard 48 b. Similarly, various readers 15 may bepresented (by the user 45) with the target 35 on the lanyard 48 b from avariety of angles. Again, the size of the lanyard 48 b may be selectedto accommodate such access by readers 15.

As a practical matter, it has been official, indeed almost essential,that a user 45 receive feedback from a reader 15. For example, a user 45or rider 45 needs to know from the reader 15 that a target 35 has beenread, and has been accepted. Thus, for example, a sound, light, voice,image, text, or the like may be presented to a user 45 on a monitorscreen 39 available on any reader 15. Thus, LED (light-emitting diode)lights, sounds, bells, alarms, voices, and the like may be provided as amonitor 39 on any reader 15 providing feedback to a user 45.

Just as a wristband 48 c or ankle band 48 d may provide a ready locationand position for holding a target 35, so an arm band 48 a may provide aproper securement 48 for a target 35. Of course, a user 45 may simplycarry a target 35 or a pass 35 in the hand as well. Again, this may beinterpreted as one variation of the lanyard 48 b solution. If a user 45is going to hold a target 35 or a pass 35 in a hand, then perhaps thathand should be permitted to simply release the target 35, and have alanyard 48 b or other tethering mechanism retrieve and secure that pass35 for the next use.

In some respects, a pass 35 that is held in the hand provides forprecision required by electronic equipment in various types of readers15. Thus, any proximity sensor 37 f, or any detailed data reader, suchas magnetic card readers 37 b, bar code readers 37 c, or the like neednot rely on automatic detection of a user 45, but an affirmativepresentation by a user 45 of a pass 35 or target 35 for reading.

Referring to FIGS. 4 and 5, while continuing to refer generally to FIGS.1 through 16, a trolley 50 may be configured in any one of the mannersillustrated in the references identified hereinabove as incorporatedherein by reference. Various trolleys 50 are illustrated therein, anddescribed in great detail. In a system 10 in accordance with theinvention, an arm 52 or lever 52 may operate as the frame 52 of thetrolley 50.

To the lever 52 or arm 52 may be secured a hanger 54 movable therealong.The hanger 54 will typically operate as a slide 54 (on rollers or not)that can move along the arm 52. In one presently preferred embodiment,the hanger 54 is free to move along the arm 52, in accordance withcontrol by a user 45. That is, a user 45, suspended in a harness 46 froma sling 55 or other attachment mechanism 55 may be able to pull on atether 56 attached to a handle 57. For example, the tether 56 draws thehanger 54 along the arm 52, away from the extreme end thereof. In thisway, the position of the effective weight of a user 45 transferredthrough the sling 55 to the hanger 54 changes the braking of the trolley50.

In selected embodiments, the hanger 54 may be pinned at a specificlocation along the arm 52. For example, if a child is the rider, or if auser 45 does not desire to exercise braking control on the trolley 50,then the arm 52 may be fixed at a particular effective leverage, bypositioning the hanger 54 at a specific location along the arm 52. Thisresults in a constant braking force due to a fixed lever arm or leveradvantage. Leverage exists between the hanger 52 on one end and thebrake 58 on the other end. These pivot with about the bracket 60 orframe 60 about the axle 72 or pin 72 under the roller 62 or wheel 62that rolls along the track line 20.

For example, in various embodiments illustrated in the referencesincorporated herein by reference, single- or multi-wheel 62 embodimentsare described. Accordingly, a selected number of rollers 62 mounted in aframe 60 permit the trolley 50 to roll along the track line 20. Theleverage of the arm 52, and specifically the weight of a user 45suspended from the hanger 54 by a sling 55 or other securement 55provides leverage about the fulcrum that is the roller 62 in the frame60.

The brake system 58 provides frictional braking against the track line20 by the brake 58 according to the force applied the hanger 54 by auser 45. Thus, one may see that as described in the referencesincorporated herein by reference, the hanger 54, if mobile along the arm52, may be drawn by the tether 56 to move the effective lever arm(change the leverage advantage) of a user 45 or the weight of a user 45.This multiplied force is effectively applied as the normal force inapplying friction by the brake 58, where friction drag force is aconstant multiplied by the normal force.

Various types of harness 46 may be suitable. For example, the harness 46a is a climbing harness typically used in rock climbing, rappelling, andin some inspection, and other servicing of items at heights that may bedangerous to a user 45. For example, whether working on a roof, a tower,a track line 20, a ski lift, or the like, a climbing harness 46 a may bedonned by a user 45.

The climbing harness 46 a has a belt 63 a as well as leg loops 63 b. Theleg loops 63 b are connected by a lateral tie 63 c extendingtherebetween and sewn together carefully by certified methods in orderto assure an ability to provide life saving strength in the event of afall. Meanwhile, a vertical tie 63 d connects the lateral tie to thebelt 63 a. Typically, a link 63 e such as a carabiner 63 e will connecta sling 63 f (such as sling 55) between the link 63 e and a link 63 gconnecting to the hanger 54.

In an alternative embodiment, a harness 46 b may be configured more likea chair having a seat 64 a suspended from vertical risers 64 b.Likewise, the seat 64 a may continue to a seat back 64 c. Meanwhile,various reinforcement straps 64 d may provide substantial additionalsupport for the harness 46 b. In this way, for example, the seat 64 aand seat back 64 c provide comfort, but the maximum safety support incase of emergency is provided by the main straps 64 d of the harness 46b.

A spreader bar 65 may provide for comfort, ease of mounting anddismounting the harness 46 b, and the like. Again, spreader bars 65 havebeen discussed in great detail in the patent documents incorporatedherein by reference. Significantly, the spreader bar 65 may replace allor part of the length of a sling 55. Alternatively, a spreader bar 65may be suspended from a sling 55.

At an upper end of a track line 20, above the deck 14 of the upperstation 12, the launch block 32 provides registration of the trolley 50.In the illustrated embodiment, the trolley 50 includes the main roller62 supporting it and a caboose 58 providing braking.

Referring to FIG. 5, a trolley 50 may fit part of its caboose 58 withina launch block 32. By fitting the entire width 102 of the caboose 58 orbrake system 58 within the launch block 32 various registrationinterlock functions are enabled. A width 102 or thickness 102 of thecaboose 58 needs to fit in the launch block 32. The height of thecaboose 58 needs clearance for motion up and down.

The brake system 58 or caboose 58 has a thickness 102 that fits within areceiver 81 formed in the launch block 32 in order to register spatiallyand engage for interlocking.

To remove and install the trolley 50 on a track line 20, the swing arm61 or gate 61 must be cleared of the pin 72 that operates as the pivot72 about which the lever arm 52 is supported and tilts. Typically, aswing arm 61 pivots about an axle 67 of itself and of the wheels 62,once the pivot pin 72 of the arm 52 has been lifted sufficiently high torelease out of the slot 71 a. By lifting the lever arm 52, the pin 72 oraxle 72 is lifted within the slot 71 a. Meanwhile, the pin 72 also liftsin the slot 71 b in the frame 60 or housing 60 opposite the swing arm 61of the frame 60. The slot 71 a, having an “L” shape, will not releasethe pin 72, until the pin 72 rises in the slot 71 a. Thereafter, sincethe slot 71 b cannot move, longitudinally along the direction of thelever arm 52, with respect to the pin 72, the swing arm 61 must swingforward, thereby releasing out the pin 72 to exit the opening of theslot 71 a.

Thereafter, the opening of the swing arm 61 by pivoting it in a forwarddirection with respect to the axle 67, provides access to the track line20 supporting the roller 62 or pulley 62. However, the removal of thetrolley 50 from the track line 20 requires removing the roller 62 fromriding on the track line 20. Thus, the brake system 58 must also open.

To remove the trolley 50 therefore requires that the top cage 75 of thecaboose 58 be flipped open to release the track line 20 capturedtherewithin.

The caboose 58 will be described in more detail hereinbelow. However,suffice it to say that the caboose 58 includes a base 77 or frame 77.The frame 77 holds an axle 96 that secures the top cage 75, pivotallylinked to the frame 77. An interlock system 74 provides securement andselective release of the top cage 75 to pivot about its axle 96. Pivotedinto an open position, the top cage 75 exposes the track line 20therewithin, thus permitting removal of the trolley 50 from the trackline 20.

Referring to FIGS. 4, 5, and 9B, one will notice a snap shackle 69 a.The snap shackle 69 a may fit about the pin 72 captured within the snapshackle 69 a. In general, a release mechanism may be configured in anynumber of ways. In one embodiment, a snap shackle 69 a may include acatch 69 b that is captured by a pin 69 c. The snap shackle 69 a may bemounted on a cable, or an arm 64 d.

The arm 64 d is secured to the launch block 32. The catch 69 b of thesnap shackle 69 a engages the pin 72 that acts as an axle 72 for thelever arm 52. The arm 64 d and snap shackle 69 a act as a gauge tomeasure and prove a distance between the launch block 32 and the pin 72.Thus, the caboose 58 must properly fit within the launch block 32 forthe pin 72 to be close enough to fit within the catch 69 b of the snapshackle 69 a. Other attachment schemes and latches or catches arediscussed hereinbelow.

In the illustrated embodiment, withdrawing a pin 64 c extending into theextreme end of the catch 69 b, releases the catch 69 b to pivot away,thus releasing the pin 72 and the trolley 50 from engagement with thelaunch block 32.

Referring to FIGS. 6A through 6C, 7, and 8A through 8F, while continuingto refer generally to FIGS. 1 through 16, a caboose 58, or brake system58, may include various components. For example, the brake system 58 orcaboose 58 may include a pad 59 mounted within. Typically, the caboose58 is spaced some distance away from the frame 60 for the roller 62 ormain wheel 62. Typically, the brake system 58 is fixed in effectiverigid body motion with respect to the lever arm 52. In fact, the leverarm 52 may fit within side plates 94 forming a frame 94 of the caboose58.

In the illustrated embodiment, the top cage 75 is pivotable with respectto the frame 77 formed by the side plates 94. A significant feature ofthe caboose 58 is an interlock system 74. For example, the top cage 75is provided with a slide lock 76. The slide lock 76 actually representssliding of the entire top cage 75 with respect to the frame 77. Theslide lock 76 fits into a relief region 78 on the frame 77.

Typically, the relief region 78 includes a main seat region 79 a and aninterlock region 79 b. The slide lock 76 initially pivots about the axle96 down with the top cage 75, until the slide lock 76 fits into the mainseat 79 a. Then, the extreme end of the “L”-shaped slide lock 76 movesrearward into the interlock seat 79 b or interlock space 79 b.

This action requires that the entire top cage 75 and slide lock 76 slidebackward or rearward along the axle 96 to fit the slide lock 76 into theinterlock region 79 b of the relief region 78. This places the distalend of the slide lock 76 under a keeper 79 c restricting the top cage 75from pivoting out of position. Thus, the top cage 75 and slide lock 76pivot in rigid body motion together until the slide lock 76 is in therelief region 78, seated in the main seat 79 b. After sliding backwards,the top cage 75 and slide lock 76 secure the distal end of the slidelock 76 under the keeper 79 c in the interlock seat 79 b.

Once the slide lock 76 has pivoted and slid properly into a lockedposition, an interlock 80 or dog 80 pivots down into the relief region78 blocking the slide lock 76 from sliding back out. The interlock 80may be spring loaded, biased, or simply operate by gravity. However, theinterlock 80 not only interlocks with the slide lock 76, to keep theslide lock 76 in place, but operates as a barrier to entry of thecaboose 58 into the receiver 81 of the launch block 32.

If the interlock 80 cannot fit down into the relief region 78, in aportion of the main seat 79 a, then the slide lock 76 is not in theproper, closed position. Once the slide lock 76 is in the proper, closedposition, the interlock 80 may fit down into the relief region 78. Thus,the extension at the end of the interlock 80 is properly positioned tofit within a slot 103 formed in the launch block 32 for exactly thatpurpose. Thus, the interlock 80 operates not only as an interlock 80 forthe slide lock 76, but also for the entire caboose 58 fitting into thelaunch block 32.

After entering the opening 81, targets 82 on the back surface orrearmost surface of the caboose 58 are detected by sensors 83, such asproximity sensors 83. Meanwhile, a detent 84 or latch system 84 locksthe caboose 58 into the launch block 32. For example, an actuator 85,such as a solenoid 85 may operate activating surfaces 86 in order toengage the contacts 87 a, 87 b between the frame 77 of the caboose 58,and the launch block 32.

The detent 84 may have a spring 88 provided by a spring force favoringengagement. Thus, the actuator 85 may withdraw the detent 84 only uponreceiving the proper signal of control (e.g., from the controller 40)and the power required to operate the actuator 85 to withdraw the detent84. Typically, the registration face 89 on the launch block 32 will fitagainst the detent 84.

In various embodiments, an actuator 90 or trigger 90 may operate towithdraw the detent 84 from contact 87 a, 87 b between the detent 84 andthe frame 77 of the caboose 58.

The caboose 58 may be secured by various fasteners 91 or bolts 91. Somemay serve as dual purpose fasteners 91, such as the axle 91 a. Each ofthese fasteners 91 may be secured by a keeper 92 or threaded directlyinto one of the side plates 94. Spacers 93 may maintain a distancebetween the side plates 94. Meanwhile, the brake shoe 59 or pad 59 alsoserves as a spacer 93 between the side plates 94.

The pad 59 and the top cage 75 are shaped to provide a way 95 or passage95 sized to receive the track line 20. To fit the track line 20 into theway 95, the swing arm 61 must be removed from the pin 72, and rotatedforward. Meanwhile, the top cage 75 must slide forward along its axle 96until the clearance 97 has been taken up. By sliding, the slide lock 76is freed from the constraint of the keeper 79 c. Once free, pivoting ofthe slide lock 76 with the top cage 75 removes it from the relief region78. Thus, as the top cage 75 pivots about its axle 96, the way 95 hasbeen opened to release the track line 20 from capture therewithin.

The caboose 58 may include a hanger 98 having an aperture 99 therein forreceiving a fastener 63 e, such as a carabiner 63 e for a belay line.This line is a second level of protection in case of a failure ofanother component of the system 10.

For example, typically, the hanger 54 supports a sling 55 and harness46. Meanwhile, the harness 46 on a rider 45 is also secured by a belayline (e.g., another sling 55) to the hanger 98 as an emergencyprecaution. Thus, the brake system 58 operates as an additional supportcapable of supporting a rider 45 on the track line 20. This supportoperates in even the most extreme condition of having the hanger 54fail, or following a failure of the pin 72, the lever arm 52, the mainframe 60 or the like.

Referring to FIGS. 8A through 8F, while continuing to refer generally toFIGS. 1 through 16, the interlock 80 may alternatively be configured asa spring-loaded or an elastically deflecting interlock 80. In thisembodiment, the interlock 80 is formed to spring out away from therelief region 78. Meanwhile, a button 101 extends above the surface ofthe remainder of the interlock 80.

In this embodiment, the slide lock 76 pivots into place, under force,thereby depressing the button 101 and deflecting the interlock 80. Oncethe slide lock 76 has depressed the button 101, and entered fully intothe relief region 78, the slide lock 76 is in a position to sliderearward under the keeper 79 c.

As the slide lock 76 slides with the top cage 75 rearward, the slidelock 75 fits under the keeper 79 c. Once clear of the interlock 80, theslide lock 76 passes off and releases the button 101, permitting theinterlock 80 to spring back out. Once in the outer or unstressedposition, the interlock 80 obstructs and prevents the slide lock 75 frommoving forward out from under the keeper 79 c. The button 101 thenprotrudes to interfere, and thereby acts as a restraint against motionof the slide lock 76 in a forward direction. Thus, the top cage 75 isprevented from moving forward and out of a locked position.

The slide lock 76 may be released by depressing the button 101, thusdeflecting the interlock 80 sufficiently to permit the slide lock 76 toslide forward with the top cage 75. Once forward, and completely clearof the keeper 79 c, the slide lock 76 may pivot up with the top cage 75about the axle 96 to an open position.

Referring to FIGS. 9A through 9C, while continuing to refer generally toFIGS. 1 through 16, various alternative mechanisms may exist forsecuring the caboose 58 within the launch block 32. For example, someportion of the frame 77 may fit within the launch block 32. A latch 84or detent 84 may be operated by an actuator 85, such as a solenoid 85.Typically, the latch 84 may have a spring 88 or spring portion 88 thatbiases the latch 84 into engagement with the frame 77. For example,registration surfaces 89 a, 89 b may engage to capture the frame 77 bythe latch 84 of the launch block 32. Upon operation of the actuator 85,the spring 88 may be overcome, withdrawing the latch 84 from engagementwith the frame 77.

Engagement may occur by contact between the contact surfaces 87 a, 87 b.The contact surfaces 87 a, 87 b may first come into contact by relativemotion (linear translation) between the frame 77 and the latch 84 of thelaunch block 32. The contact surfaces 87 a, 87 b engage, thus drivingthe latch 84 away from the frame 77. Eventually, upon coming to a properregistration position, the surfaces 89 a, 89 b pass one another,clearing for engagement. At this point, the spring 88 biases the latch84 to slide into engagement with the frame 77. Again, the actuator 85may overcome the bias of the spring 88, and withdraw the latch 84, thusremoving the surfaces 89 a, 89 b from engagement with one another.

Referring to FIG. 10, an apparatus 110 or computer system 110 forimplementing the electronic and control functions in accordance with thepresent invention may include one or more nodes 112 (e.g., client 112,computer 112). Such nodes 112 may each contain a processor 114 or CPU114. The CPU 114 may be operably connected to a memory device 116. Amemory device 116 may include one or more devices such as a hard drive118 or other non-volatile storage device 118, a read-only memory 120(ROM 120), and a random access (and usually volatile) memory 122 (RAM122 or operational memory 122). Such components 114, 116, 118, 120, 122may exist in a single node 112 or may exist in multiple nodes 112 remotefrom one another.

In selected embodiments, the apparatus 110 may include an input device124 for receiving inputs from a user or from another device. Inputdevices 124 may include one or more physical embodiments. For example, akeyboard 126 may be used for interaction with the user, as may a mouse128 or stylus pad 130. A touch screen 132, a telephone 134, or simply atelecommunications link 134, may be used for communication with otherdevices, with a user, or the like. Similarly, a scanner 136 may be usedto receive graphical inputs, which may or may not be translated to otherformats. A hard drive 138 or other memory device 138 may be used as aninput device whether resident within the particular node 112 or someother node 112 connected by a network 140. In selected embodiments, anetwork card 142 (interface card) or port 144 may be provided within anode 112 to facilitate communication through such a network 140.

In certain embodiments, an output device 146 may be provided within anode 112, or accessible within the apparatus 110. Output devices 146 mayinclude one or more physical hardware units. For example, in general, aport 144 may be used to accept inputs into and send outputs from thenode 112. Nevertheless, a monitor 148 may provide outputs to a user forfeedback during a process, or for assisting two-way communicationbetween the processor 114 and a user. A printer 150, a hard drive 152,or other device may be used for outputting information as output devices146.

Internally, a bus 154, or plurality of buses 154, may operablyinterconnect the processor 114, memory devices 116, input devices 124,output devices 146, network card 142, and port 144. The bus 154 may bethought of as a data carrier. As such, the bus 154 may be embodied innumerous configurations. Wire, fiber optic line, wirelesselectromagnetic communications by visible light, infrared, and radiofrequencies may likewise be implemented as appropriate for the bus 154and the network 140.

In general, a network 140 to which a node 112 connects may, in turn, beconnected through a router 156 to another network 158. In general, nodes112 may be on the same network 140, adjoining networks (i.e., network140 and neighboring network 158), or may be separated by multiplerouters 156 and multiple networks as individual nodes 112 on aninternetwork. The individual nodes 112 may have various communicationcapabilities. In certain embodiments, a minimum of logical capabilitymay be available in any node 112. For example, each node 112 may containa processor 114 with more or less of the other components describedhereinabove.

A network 140 may include one or more servers 160. Servers 160 may beused to manage, store, communicate, transfer, access, update, and thelike, any practical number of files, databases, or the like for othernodes 112 on a network 140. Typically, a server 160 may be accessed byall nodes 112 on a network 140. Nevertheless, other special functions,including communications, applications, directory services, and thelike, may be implemented by an individual server 160 or multiple servers160.

In general, a node 112 may need to communicate over a network 140 with aserver 160, a router 156, or other nodes 112. Similarly, a node 112 mayneed to communicate over another neighboring network 158 in aninternetwork connection with some remote node 112. Likewise, individualcomponents may need to communicate data with one another. Acommunication link 134, wired or wireless may exist, in general, betweenany pair of devices, anywhere.

Referring to FIG. 11, while continuing to refer generally to FIGS. 1through 16, a process 170 for operating a system 10 in accordance withthe invention may include several sets of procedures. For example, userregistration 172 may be very important. For example, tracking users,their locations, their time at that location or at detection whenarriving or leaving, and the like all constitute important facts to bemanaged by the master controller 40 in providing access, operation, andsafety within the system 10.

A comparator may compare data values in memory against the data acquiredby the readers 15, 25 as users 45 pass in and out of the upper station12 and lower station 22. Meanwhile, logical decisions can be programmedto implement the decisions, reporting, tracking, and data values read bythe readers 15, 25 from targets 35 associated with individual users 45at the various times, databases of authorizations, clocks in thecomputer system 110, and so forth.

Thus, for example, the individual blocks in the processes of FIGS. 1through 16 may be interpreted as programmatic hardware devices, actionsand decisions of such hardware devices in the system 10, software“executables” (coded groups of programming instructions executable by aprocessor 112) running on computer and controlling hardware, or acombination thereof. Schematically, lines represent passage ofinformation outputs from one block to another, and passing of control oroperation to a next step and next device.

Likewise, equipping 174 each rider 45 must be done individually and withdue care. Each rider 45 must be equipped with a harness 46 or othermechanism 46, in order to ride under a trolley 50 traveling along atrack line 20. Accordingly, safety requires assuring that all equipmentis properly fitted, installed properly or properly arranged on theperson of a rider 45, and safety checked. The system 10 assures thatlocked mechanisms remain locked as they should be and operatingcomponents are operational as they should be.

Training 176 is another unique procedure in a system 10 in accordancewith the invention. Training occurs for rider 45 who arrives at a venuecontaining a system 10 in accordance with the invention. Typically, insafety rescue and the like, operators or cable riders may be trainedperiodically and certified regularly. Amusement rides rely on trainedattendants to enforce simple, posted procedures. However, in a system 10in accordance with the invention, individual riders 45 will be trainedto operate without the presence of an attendant. Thus, each rider 45must necessarily be trained 176 in use and operation of all necessaryequipment, including the proper entry and exit from the stations 12, 22.

Rider operations 178 include the typical tasks required of each rider 45in arriving in an upper station 12 and operating a trolley 50 secured tothat user 45. This continues through the entire process of securement tothe track line 20, descent, braking, termination, removal from the trackline 20, and final exit from the lower station 22. This repeats beforeembarking on, and following completion of, each leg of a path or tour,through the very last station 22 thereof.

The user registration process 172 may typically involve inputting 181user data. This may be done in any of several ways discussedhereinabove. For example, in one presently contemplated embodiment, auser 45 carries some type of detectable target 35 that contains andconveys information.

For another example, whether a magnetic card 35 b, RFID tag 35 a, barcode ticket 35 c, mechanical key card 35 d, an input string 35 e putinto a key pad 37 e, or other target 35 f, 35 g, user information needsto be input. At a minimum, it is important to track an individual user45, trolley 50 attached thereto, or both by some universally distinctidentifier. Thus, management of the population of riders 45 in an entirefacility sponsoring a system 10 is possible, and necessary for safety.

Likewise, other data may be significant, including parameters such asweight, some record of locations traversed during a particular visit, orthe like. For example, it is possible to keep track of the differentlegs or runs of a course that have been traversed by a rider 45. Thismay be helpful in trying to find a missing patron 45 at a venue whentrying to close at the end of a day. Knowing where an individual hasbeen or was last detected may be important.

Thus, inputting 181 user data may be done in any suitable manner, andmay involve any quantity, large or small, of data of interest. Evendemographic data, customer use data, and the like may be input 181. Onthe other hand, in certain embodiments, a rider 45 may simply need anauthorization code. It may be that the individual rider 45 need not beindividually identified and tracked, but simply needs to be authorizedas being present and properly so.

Similarly, processing 182 a clearance involves verification ofinformation and the grant by the master computer 40 of permission,authorization, or the like to an individual rider 45 to operate withinthe system 10. This may involve checking to make sure that training 176has occurred, and may include certification that training 176 has beendone recently, such as a day before or a week before. Thus, a user 45 orrider 45 may be exempted from training on a particular day, if a historyof training and use so demonstrates.

Similarly, payment of access fees, proper fitting out with equipment orequipping 174 the rider 45, and the like may all be recorded as theyoccur. Thus, processing 182 may include authorization, pre-authorizing,or the like. The function of processing 182 a clearance is primarilysafety of a user 45. This also implies release of an operator of thesystem 10, from liability as well as timely, smooth, comfortablethroughput of riders 45 through the system 10.

Preparing 182 an identification key or an ID key may be completelyelectronic. It is also contemplated to involve preparation of some typeof computer readable key that can be carried by a user 45. For example,any of the targets 35 discussed hereinabove may serve as a key.

Those keys 35 may be prepared 183 in any suitable manner to include userdata that has been input 181. Data may reflect a clearance 182 that isrequired to access or operate a trolley 50 on the track line 20 or anytrack line 20 in the system 10, and so forth. One particular significantbenefit to preparing 182 an ID key is that information may be carried onthe key 35. Such will certainly be valuable to be read from the key 35and reported to the master controller 40 in due course.

Equipping 174 a rider 45 may include numerous steps. However, some ofthe more significant steps may include selecting 184 a harness 46, ofany particular type, which should certainly be fitted, adjusted, andotherwise installed on the person of a rider 45. Likewise, selecting 185a sling 55 is not trivial. However, it may be fixed with sizing aharness 46.

Selecting 185 a sling 55 may primarily require selection of a length ofsling 55 in order to provide access by a user 45 to the controlmechanisms, such as the control handle 57 drawing on the tether 56.Typically, a smaller user 45 will need a shorter sling 55. Thus,selecting 185 a proper sling 55 may involve sizing for use in the system10 for a particular user 45.

In certain embodiments, selecting 185 a sling 55 may be integrated withselecting 184 a harness 46. For example, a harness 46 will typically besized for a comparatively taller and larger rider 45 or a smaller, andtherefore shorter, rider 45. Thus, the sling 55 selected 185 may beselected 185 as part and parcel with the harness 46. One benefit ofintegrating the sling 55 with the harness 46, and therefore theselection 185 of a sling 55 with the selection 184 of a harness 46 is tosimplify the procedure, to leave less room for error, and to provide forpermanently fixed attachment mechanisms unalterable and non-removable bya rider 45.

Every attachment mechanism provides a place for error. Every time thatattachment mechanism is opened or closed, an opportunity for error andcompromise of safety is possible. Thus, in one contemplated embodiment,the sling 55 is permanently secured by a link 63 e to the vertical tie63 d of a harness 46. In this way, once a harness 46 is properlyinstalled on a rider 45, no chance for improperly opening or improperlyclosing any attachment would be possible.

Selecting 186 a trolley 50 will typically be a function not integratedwith selecting 184 a harness 46, and selecting 185 a sling 55.Typically, a system 10 will require fewer trolleys 50 than individualharnesses 46. For example, several harnesses 46 will be required in amultitude of sizes in order to accommodate riders 45 of the system 10 onany given day.

In contrast, only one type of trolley 50 need be available. Trolleys maylarger or smaller, heavier or lighter, and so forth. However, thetrolleys 50 are typically made sufficiently strong that any of thetrolleys 50 is sufficiently strong to carry any rider 45 of virtuallyany height and weight.

Nevertheless, a smaller or lighter trolley 50 may be appropriate for asmaller and lighter user 45. This makes sense, since younger persons,smaller persons, and the like will of necessity be carrying theirtrolley 50 assigned to them whenever they are not “clipped in” to atrack line 20. Thus, any individual should have a trolley 50 selected186 to be of a proper weight for carrying. Typically, a user 45 maycarry a backpack or slide-sling pack and place the trolley 50 in thatpack when not riding any track line 20.

Assembling 187 or applying 187 the harness 46, sling 55, trolley 50, andso forth may involve one or more steps. For example, in the event thatthe harness 46 and sling 55 are integrated, then a trolley 50 may beselected 186 and assembled 187 therewith. Likewise, a user 45 willnecessarily need to be fitted with and climb into a harness 46 fortravel. Even a seat-type harness 46 b may be carried with a user 45, andmay simply remove from the line 20 and hang behind a user 45 when theuser 45 is not riding the track line 20.

Assembling 187 may include assembling various links 63 g, and possibly63 e. Typically, only the link 63 g is ever opened, and then only duringoutfitting. In fact, the concept of a permaclip 188 step is the fixationof a link 63 g connecting a trolley 50 securely to a harness 46 in amanner to be non-removable by an individual rider 45. Thus, thepermaclipping 188 may involve linking the trolley 50 to the sling 55with a carabiner 63 g, a carabiner 63 e to a harness 46, or both. Alllinks 63 e, 63 g opened should be temper proof. They may require a key,specialized tool shape, be sealed with a witness tag or other sealmechanism, or a combination. Thus, the individual rider 45 is notequipped to do, nor capable of doing, any opening of the lock orremoving the seal. Thus, safety may be ensured in that no link 63 e, 63g may be opened by an individual rider 45 during the day.

Training 176 may include explaining 189 to an individual rider 45 orgroup of riders 45, demonstrating 191 operation of all equipmentprovided 174, as well as practicing 192 in a controlled environment. Anindividual 45 should pass off 193 the training 176 before beingpermitted to operate the system 10 alone.

Typically, training 176 has the objective of competence by riders 45 inoperating the system 10 or in operating trolley 50 on the system 10. Tothat end, training 176 is instituted to develop competence and provethat competence by every rider 45 before being entrusted to mount atrolley 50 to the track line 20, remove it therefrom, and operate italong a particular leg of a course.

Explaining 189 may involve manual instruction, providing handbooks,combining a reminder card or small leaflet or card providing keyinstructions. Explaining 189 will also typically take the form of videoexplanations. For example, a trainer in a video presentation may explaineach of the component parts of the system 10, including the detailshereinabove of the track line 20, the gate 30, the launch block 32, thetrolley 50, and so forth. Typically, explaining 189 will involveexplaining the safety significance of each instruction. Likewise,explanations of signage at a facility on which a system 10 is installed,and so forth may be explained.

Demonstrating 191 may include manual, live, video, or otherdemonstration techniques. It is contemplated that a trained person mustpass off 193 each rider 45 before that rider 45 has passed off 193skills. Only then is a rider permitted to take a trolley 50 and harness46 and approach any of the stations 12. However, demonstrating 191 mayeffectively be done by video presentations of operation and sequences ofsteps.

For example, a recorded or live demonstration may serve to inform.However, a live demonstration permits questioning. By the same token, arecorded presentation may be repeated, backed up, and rerun at therequest or control of a particular user 45. Thus, each has advantages.

In one currently contemplated embodiment, passing off 193 may includepassing a written test to verify that certain instructions areunderstood, signs are read and understood, mechanisms are properlynamed, remembered, and understood operationally, and so forth. Thus, onemay view a demonstration 191 on a computer monitor, television, or thelike, and respond to a questionnaire that performs a part of passing off193 an understanding of the knowledge so demonstrated 191.

Practicing 192 under controlled supervision or in a controlledenvironment is contemplated to be extremely valuable. Regardless of whata person understands or remembers, being able to actually operate atrolley 50 on a track line 20 must be completed unattended byprofessional help. A system 10 is far more valuable and cost effectiveif the labor cost of attendants at every station 12, 22 is replaced bypersonal knowledge and responsibility by a rider 45.

Thus, practice 192 is contemplated as constituting at least a portionthereof supervised by a human being as an instructor in a limited areawhere the practice 192 may be overseen at each step. Similarly, byhaving practice 192 conducted in a limited environment or controlledenvironment, a rider 45 is not exposed to the potential harm that couldresult from an error at a remote, dangerous, and unattended location.

It is contemplated that several track lines 20 of comparatively shortlength, meaning that they involve a ride of only a few seconds, probablynot even close to a duration of minutes, may be set up in a controlledarea. Users 45 may open and close components of the trolleys 50 as theyprepare them and connect them to track lines 20. The users 45 may thendescend on a track line 20 arrive at a lower station 22, unclip thetrolley 50 from the track line 20 and repeat the procedure as often asdeemed necessary or desired. Thus, a rider 45 may develop a degree ofcomfort, unattended, in a controlled environment, wherein speeds arecomparatively low, distances are not great, a user 45 is within sightand sound of an instructor or supervisor, and the distance to ground issufficiently small to present effectively no significant danger.

Ultimately, a human supervisor should complete passing off 193 or shouldcertify 193 that a rider 45 has passed off 193 all of the skillsrequired to operate a trolley 50 on a track line 20 in the system 10.The nature and mechanics of operation of the various stations 12, 22,traffic patterns, readers 15, 25, various access and tracking portals16, 26, access controls 17, 27 and physical barriers 18, 28 may all bepracticed 192 and passed off 193 during the training 176 for use.

In one currently contemplated embodiment, the rider operations 178 mayinclude top preparation 180 at an upper station 12. Following properpreparation 180, the master controller 40 may enable the propercontrols, such as the cable close gate 30 to permit a user 45 to depart190 from the upper station 12. Ultimately, upon descent, a rider 45 willarrive 200 and conduct the arrival 200 procedures. Thereafter, a user 45may decide 194 whether to continue onto another upper station 12 andanother portion or segment of track line 20.

Alternatively, a user 45 may delay 195 any further travel. For example,a user 45 may determine to take a hike in the vicinity, stop and viewwildlife or scenery, or otherwise remain in the vicinity of a particularlower station 22. Thus, between any lower station 22, and the next upperstation 12 in order, a user 45 may decide 194 to continue, stop, ordelay 195. Of course, various details are associated with thepreparation 180, departure 190, arrival 200, and the decision 194 on howto proceed after arrival 200 at a lower station 22.

Referring to FIG. 12, the top preparation process 180 is illustrated.The top preparation 180 may begin with a request 196 for entry to theupper deck 14 of an upper station 12. In some embodiments, a user 45 mayfreely enter. In other embodiments, the upper fence 13 or railing 13restricts entry until a request 196 has been processed. This providesfor control of the number of persons who may be present during theloading of an individual rider 45. In some circumstances, having otherpersons in the same party on the deck 14 at the same time may not be adanger.

For example, a user 45 will typically exit from one side of a deck 14 orone edge of the upper deck 14. Thus, everyone else should be behind thelaunch location of a particular rider 45. On the other hand, thepresence of others involves distractions and may result in risks toindividual riders 45. Thus, the request 196 may be refused if anotherindividual is still waiting to leave on a track line 20 from an upperstation 12. One resolution of this dilemma is not to permit anotherperson on the upper deck 14 until the previous rider 45 has alreadylocked in to the launch block 32, and is ready to proceed to leave theupper station 12.

Typically, in response to a request 196 for entry onto the upper deck14, the master controller 40 may process 197 the identificationpresented by a rider 45. For example, any of the types of targets 35discussed hereinabove may be presented as an identifier 35 for a rider45, the trolley 50 used thereby, or both. Processing 197 may involveverification that the rider 45 has been trained, is in the proper area,is otherwise authorized to be at that location, and safely so.

In some embodiments, processing 197 may involve opening interlocks orauthorizing access. In some embodiments, processing 197 may deny access198 by a rider 45 until the upper deck 14 is cleared. In otherembodiments, the processing 197 provides access 198 of a rider 45 to theupper deck 14 or platform 14 so long as another rider 45 is in the sameparty. In yet other embodiments, access 198 may be denied until theupper deck 14 is completely clear, and any rider 45 on the track line 20has already arrived 200 at the lower deck 24, and unclipped ordisconnected from the track line 20. In yet other embodiments, a rider45 may be required to actually exit the lower deck 24 before anyone isadmitted to the upper deck 14.

Nevertheless, it is contemplated that throughput may be engineeredaccording to a safety protocol, and reliance on training. For example,so long as each individual user 45 is accounted for, and their presenceis documented by the master controller 40 to be in a proper locationaway from a position of interference or danger, then a rider 45 may clipin (connect) a trolley 50 to the track line 20 at the upper deck 14,while someone else is already on the upper deck 14, but out of the way.

Similarly, a rider 45 may be clipped into the track line 20 at the upperdeck 14, while others await on the upper deck 14 to clip in. Still, thecable close gate 30 will remain closed until the lower deck 24 iscleared to preclude any possible collision between a rider 45 descendingthe track line 20, and a rider 45 who has either not unclipped at thelower station 22, or has not exited the lower deck 24.

Thus, in general, accessing 198 the platform 14 or upper deck 14 may belimited to a single user 45, or certain users 45 who are trained and whoare standing out of the way of the trolley 50 connecting to a track line20 and preparing to exit the upper station 12. Meanwhile, access 198 maybe denied until the lower deck 24 is cleared, but need not be. However,safety would demand that the lower deck 24 be clear before any user 45with access 198 to the upper deck 14 is permitted to pass the cableclose gate 30 at the upper station 12.

In the top preparation process 180 the reporting 199 and logging 199 maybe multiple steps or considered a single step. For example, the portals16, 26 may be single or multiple. In one currently contemplatedembodiment, the portals 16, 26 may control through turnstyles 17, 27 oraccess controls 17, 27 access to the respective decks 14, 24. On theother hand, if multiple persons are permitted on a single deck 14, 24(typically only an upper deck 14), then a degree of safety control maybe appropriate or required.

For example, if multiple persons are traveling in a party, all may beadmitted to an upper deck 14, but the system 10 should have a mechanismfor assuring that obstruction, accidents, and the like do not occur.Accordingly, various portals 16 or check-in stations 16 may exist,requiring all riders 45 other than the individual leaving the launchblock 32 on a trolley 50 to be away from the launch area, such as thelaunch gate 31. Thus, individuals may be required to account for theirpresence at a specific location a safe distance away from the launchblock 32, and any launch gate 31. Otherwise, the risk of an individualfalling from a deck 14 is increased. Particularly, in remote alpineareas, track lines 20 may pass over gorges, canyons, and the like.Within a comparatively short distance the elevation difference between atrack line 20 and underlying terrain may be over a hundred feet.

Thus, reporting 199 to the master controller 40, which will typicallylog 199 that information reported 199 may be thought of as a singleoperation, or separate steps since the readers 15 provided willtypically report in, and the master controller 40 will typically log 199that report 199.

A user 45 may set 201 a trolley 50 on the track line 20. This is a keyskill that must be learned during the training 176 of a rider 45.Setting 201 the trolley 50 is typically a matter of opening a frame 60and a brake system 58 (caboose 58). The frame 60 is typically opened byrotating a swing 61 or swing arm 61 about an axle 67 or pivot point 67to provide an opening within the frame 60 into which the track line 20may pass. In reality, it is the frame 60 that moves into a positionaround the track line 20. The track line 20 does not typically move.

Rather, the trolley 50 is lifted to the track line 20, with the swingarm 61 open in the frame 60. Thereby, the wheel 62 or roller 62 isengaged on the track line 20. Upon engagement of the track line 20 bythe wheel 62, the swing arm 61 may be rotated or pivoted downward andrearward (where rearward is with respect to the ultimate direction oftravel of the trolley 50). Thus, the track line 20 is captured withinthe frame 60, by the swing arm 61. In certain embodiments, the swing arm61 may be provided with a slot that is ‘L’ shaped.

The slots 71 a, 71 b permit the swing arm 61 to receive a pin 72 fixedto the frame 60. The pin 72 moves into the foot of the ‘L,’ where the‘L’ is actually upside down and backwards. In other words, the ‘L’ isflipped downward, or the leg of the ‘L’ flips down in rotation about thefoot of the ‘L’ as an axis. Thus, the pin 72 passes into the rear sideof the slot 71, as the swing arm 61 rotates downward and rearward.

Once the trolley 50 is supported on the track line 20 by the wheel 62 orroller 62, sometimes called a pulley 62, the frame 60 supports theentire trolley 50 on the track line 20, and the pin 72 drops in the slot71 a. For example, the lever arm 52, by virtue of its weight, drops downalong the leg of the slot 71, thus capturing the swing arm 61 againstany further movement. In this position, the swing arm 61 and theremainder of the frame 60 completely surround the wheel 62, the trackline 20 captured therebelow, and secured to the lever arm 52. At thispoint, the trolley 50 is secure and non-removable.

By virtue of the support on both sides of the frame 60, by virtue of theframe 60 and swing arm 61 securing to the pin 72, the trolley 50 may beconsiderably lighter than other configurations. That is, no open framenor cantilevered support is required. Since the pin 72 operates as anaxle 72 for the pivoting of the lever arm 52, the frame 60 including itsswing arm 61 provide adequate, secure, lightweight support for thetrolley 50 on the track line 20.

Setting 201 the trolley 50 on the track line 20 typically involvesopening the swing arm 61, as well as opening the brake system 58 orcaboose 58. The swing arm 61 rotates forward about its axle 67 after thelever arm 52 has been lifted in the slots 71 a, 71 b formed in the frame60 and swing arm 61. The slot 71 b on the solid portion of the frame 60is straight. The slot 71 a on the swing arm 61 is L-shaped.

Thus, to set 201 a trolley 50 on a track line 20, it is necessary toopen the frame 60 by swinging the swing arm 61 forward about its axle67. It is likewise necessary to open up the brake system 58 or caboose58 by releasing the interlock 74 thereof, thus releasing one side of thebrake system 58 or caboose 58 to rotate or pivot away from the swing arm61.

Thus, once the swing arm 61 swings forward to open, and the top cage 75of the caboose 58 or brake system 58 has been pivoted away from theswing arm 61, the track line 20 fits under the wheel 62 in the frame 60,and passes over the brake pad 59 of the brake system 58. The forcesapplied by the wheel 62 and brake pad 59 create a “couple” as understoodin engineering statics.

Closing 202 the trolley 50 on the track line 20 involves rotating swingarm 61 circumferentially or arcuately downward and rearward to engagethe pin 72 in the slot 71 a.

Meanwhile, the top cage 75 or closure 75 of the caboose 58 or brakesystem 58 is pivoted across, toward the swing arm 61, to pass over thetop of the track line 20. Thus, the closure 75 of brake system 58 orcaboose 58 does not actually ride or continually contact the track line20. Rather, the lever arm 52 tends to decline or drop, lifting the brakesystem 58 until the pad 59 contacts the bottom side of the track line20. In this position, the weight of a rider 45 suspended from the hanger54 on the lever arm 52 by the sling 55 provides weight (e.g., force) onthe lever arm 52, pivoting about the pin 72. The pin 72 or axle 72,acting as a fulcrum 72, elevates the brake system 58, applying leveragedforce of the pad 59 against the bottom side of the track line 20.Thereby, the actual weight of a rider 45 suspended in a harness 46 onthe tether 56 from the slide 54 provides the actual braking force. Thedetails of operation of such a trolley 50 are described further andillustrated in the references incorporated herein by reference.

Once the trolley 50 has been closed 202, the interlock system 74 issecured. This may be considered a subset of the step of closing 202 thetrolley 50.

For example, the interlock system 74 includes a top cage 75 providedwith a slide lock 76. The top cage 75 pivots toward the swing arm 61,and toward the track line 20 positioning the slide lock 76 within theframe block 77. The frame block 77 provides a substantial part of thesupport for the pad 59 in the braking system 58. The frame block 77 maybe called a caboose block 77, since it forms the principal structure orsupporting structure for the caboose 58.

The caboose block 77 or frame block 77 is provided with a relief portion78 fitted to the slide lock 76. Thus, after the top cage 75 has beenclosed, the slide lock 76 comes into the relief 78 or fits into therelief 78 of the caboose block 77. The relief 78 includes both a mainseat 79 a, into which the slide lock 76 fits, and interlock seat 79 binto which the foot of the slide lock 76, or a bottom most portionthereof may slide. Thus, the slide lock 76 fits into the relief region78 extending below the outer surface of the frame block 77 or cabooseblock 77.

Thereafter, the rider 45 slides the slide lock 76 rearward (with respectto the direction of motion that the trolley 50 will eventually take)thus sliding the slide lock 76 under a keeper 79 c. In this position,the slide lock 76 can no longer pivot out of the relief region 78.Moreover, the entire top cage 76 is now locked against the frame block77 or caboose block 77. Meanwhile, another interlock 80 (dog 80) pivotsdown to drop into the relief region 78 just forward of the slide lock 76in its rear-most position. Thus, the slide lock 76 is now trapped underthe keeper 79 c, unable to move forward in the relief region 78.

That is, the interlock 80 has dropped into the main seat 79 a ahead ofthe slide lock 76 or in front of the slide lock 76. Thus, the interlock80 or safety dog 80 has now interlocked the slide lock 76 into place,while the keeper 79 c provides the force of a fixed relationship to themain seat 79 a of the relief region 78. This arrangement fixes the slidelock 76 against any relative motion with respect to the frame block 77or caboose block 77.

Referring to FIG. 12 further, while continuing to refer generally toFIGS. 1 through 16, the top preparation process 180 next moves toregistering 203 the trolley 50 in the launch block 32. Registering 203provides an additional interlock and reporting process.

For example, in the illustrated embodiment, the caboose block 77 mayinclude various structural components, fasteners, and the like. In theillustrated embodiment, the caboose block 77 will fit substantially inits entirety, or at least its entire width, inside the launch block 32.

Also, for example, a launch block 32 may include an opening 81 orreceiver 81 sized to fit the width of the entire caboose block 77 orframe block 77. Meanwhile, the caboose block 77 is provided with one ormore targets 82 that are metallic, and specifically contain substantialiron. These targets 82 will be detected by sensors 83 such as proximitysensors 83 in the launch block 32. The rider 45 rolls the trolley 50backward or rearward along the track line 20 to fit the caboose block 77inside the receiver 81 of the launch block 32. The launch block 32includes a detent, which may be a bar 84, a latch 84, or the likeoperated by an actuator 85 such as a solenoid 85.

Thus, an activating surface, typically associated with a protrusion 86having a slope associated with it, or angle, will contact the detent 84,pushing the detent 84 some distance out of its equilibrium position.Upon reaching a contact surface 87 a on the detent 84 by a contactsurface on the caboose block 77, the detent 84 automatically moves intoengagement, placing the contact surfaces 87 a, 87 b in contact with oneanother. Due to a spring 88 applying a bias force to the detent 84, theactivating surface 86 effectively comes to an end at the contact surface87 b.

At that point, the contact surfaces 87 a, 87 b slide into engagement,urged by the spring 88 pushing the detent 84. Typically, the contactsurfaces 87 a, 87 b are engaged when the targets 82 approach aregistration face 89 on the launch block 32. Thus, the sensors 83approach the registration face 89, typically making contact at about thesame time or position that the contact surfaces 87 a, 87 b engage withone another.

Typically, the registration face 89 will represent a physical bumperposition, and the targets 82 may actually be recessed slightly.Typically, targets 82 will be set away from the proximity sensors 83 adistance of from about one to about three millimeters. Thus, actualcontact will typically not occur between the targets 82 and the sensors83. Instead, the registration face 89 will contact the caboose block 77with sufficient clearance to permit engagement by the contact surfaces87 a, 87 b.

The proximity sensors 83 are thus engaged or activated to report once auser 45 has set 204 the detent 84 or lock 84. An audible click may beheard, and the trolley 50 will be secured to the launch block 32 byengagement between the launch block 32 and the caboose block 77.

Thus, setting 204 the lock 84 may be tested 205 both by physicalobservation that the trolley 50 is locked into the launch block 32, aswell as by lights, or the like verifying that the caboose block 77 issecured within the launch block 32. Typically, reporting 206 or enabling206 involves detection 206 indicating to the master controller 40 andother intervening devices, that the proximity sensors 83 are insufficiently close proximity to the targets 82, thus indicating a properpositioning of the caboose block 77 of the trolley 50 with respect tothe launch block 32.

Referring to FIG. 13, while continuing to refer generally to FIGS. 1through 16, an actuator 90 may actually be thought of as a trigger 90that will release the caboose block 77 from the launch block 32. Oncefree, the caboose block 77, fixed to the trolley 50, will descend alongthe track line 20. However, the departure process 190 involves numeroussafety mechanisms or interlocking devices and procedures.

Typically, the departure process 190 involves polling 211 or reporting211 a state of the various sensors in the system 10. For example, thecondition of the readers 15 and the users 45 who have checked in withthose readers 15 may be included in polling 211 or reporting 211 thestatus or state of the system 10. Likewise, the position of the cableclose gate 30 is detected as safe. Moreover, the presence of the targets82 sufficiently close to the proximity sensors 83 demonstrate that thetrolley 50 is locked in place.

Meanwhile, the interlock system 74 includes a largely mechanicalinterlocking of the top cage 75, by the slide lock 76 securing the topcage 75 with respect to the caboose block 77. Meanwhile, if the slidelock 76 does not fit down into the relief region 78, then the cabooseblock 77 will not fit within the receiver 81 of the launch block 32. Bythe same token, if the slide lock 76 has not slid sufficiently rearwardto permit the safety dog 80 or mechanical interlock 80 to fit down infront of the slide lock 76 in the main seat 79 a of the relief region78, then the safety dog 80 extends too far away from the outer perimeterof the caboose block 77. In this event, the caboose block 77 will notfit within the receiver 81.

As a practical matter, because the brake pad 59 may eventually wear, thebrake system 58 or caboose 58 may eventually pivot, and rise withrespect to the track line 20. Thus, space to accommodate vertical motionof the caboose 58 or brake system 58 within the receiver 81 is provided.However, clearance from side to side is sufficiently close between thecaboose 58, and particularly the caboose block 77 and the side walls ofthe receiver 81, that only a properly closed and secured top cage 75will be permitted to pass into the receiver 81. Thus, mechanicalinterlocks provide much of the safety.

However, the fact that the mechanical safety has been achieved isreported or reflected by the signals received from the proximity sensors83. This is because the targets 82 cannot arrive within the proximityrequired by the sensors 83 unless all the mechanical interlock system 74is properly in place. Thus, polling 211 or reporting 211 the status ofall sensors to the master controller 40 assures that all mechanical andelectrical systems are in the state required for safety.

Thus, recording 212 the identification of the rider 45 attached to thetrolley 50, the location thereof, and the time of the recording 212 isreceived by the master controller 40. The master controller 40 mayinclude a database system identifying all of these identifications,locations, times (ILT) recordings 212 or records 212 during operation ofthe system 10.

At this point, testing 213 at the landing deck 24 or lower deck 24determines whether all riders 45 have cleared the space where the newrider 45 will land. Likewise, testing 214 evaluates the status of thelaunch block 32, as reported through the sensors 83. Other safety tests215 may occur. For example, other persons not exiting the upper deck 14on the trolley 50 may be required to report into portals 16 or varioussensors or readers 15, which will record their ILT data. This is toverify that they are not in a position to endanger the rider 45 on thetrolley 50, nor in a position to be endangered by movement of that rider45. Various other safety tests 215 may be conducted by polling 211 or byvirtue of the data reported 211 to the master controller 40.

After all testing 213, 214, 215, the cable close gate 30 is enabled 216.Enablement 216 may be thought of as activation and release for activity,clearance, or the reporting in to indicate that it has detected theproper event, is cleared for activity, or both.

Opening 217 the gate 30 amounts to moving the gate 30 away from thecapture 66, to leave the trolley 50 enabled for action. Otherwise, thecable close gate 30 would be positioned to engage the capture 66 orcapture hook 66 of the trolley 50, thereby prohibiting any launch orrelease of the trolley 50 to descend the track line 20.

Enabling 218 a triggering function is reported to and controlled by themaster controller 40. Part of the functionality of the master controller40 is to assure clearance of the launch platform 14 or deck 14associated with the upper station, as well as verifying clearance of thelower station 22 and its landing deck 24 or platform 24. Thus, enabling218 a trigger function permits the system 10 to function.

Triggering 219 by a user 45 typically involves mechanical release of asnap shackle 69 or the like. Meanwhile, triggering 219 also involvesrelease from the launch block 32.

For example, a snap shackle 69 a is a highly leveraged securement 69 ain which a comparatively modest, virtually unloaded (without force),bracket 69 a is secured about the catch 69 b. Thus, the snap shackle 69a provides significant leverage advantage for the rider 45. Upon releaseof the pin 69 c, by a rider 45, the snap shackle 69 a is free to open.The comparatively small size and weight of the actuator element 69 dcauses the actuator element 69 d to pivot, thereby releasing the catch69 b.

That is, the snap shackle 69 a releases the catch 69 b, as the actuator69 d moves out of engagement. Thus, the pivoting nature and the variablecurvature of the actuator 69 d provide a tremendous leverage advantage.This amounts to an effectively unloaded engagement between the pin 69 cand the actuator 69 d. Thus, a comparatively high load may be secured bythe snap shackle 69 a against the catch 69 b. Yet, release requires verylittle force. Almost no frictional binding exists against the pin 69 cin the actuator 69 d. Thus, removal of the pin 69 c easily releases theactuator 69 d, which then has only its own weight to be moved by theforce of the catch 69 b against it.

Triggering 219 may be detected by the proximity sensors 83 or othersdetecting movement of the targets 82 out of their registration positionwith respect to the launch block 32. Thus, release 220 occurs. Therelease 220 may be thought of as a mechanical exit 220 of the trolley 50from the engagement with the launch block 32.

Rolling 221 is the natural result of gravity acting on the loadedtrolley 50 suspending the user 45 thereunder. Detecting 222 the passageof the trolley 50 past a suitable sensor 37 may involve any particulartarget 35 and a suitable sensor 37 along its path. Thus, rolling 221 ofthe trolley 50 past a particular location, where a target 35 may bedetected by a sensor 37 results in detecting 222 that the trolley 50 isclear of the launch block 32.

The master controller 40, having received information from the testing213, 214, 215, as well as detecting 222 the release 220 of the trolley50 may enable 223 again the cable close gate 30. Accordingly, the gate30 may close 224, precluding the release 220 or launch 220 of anothertrolley 50 from the upper station 12. At this point, all of the sameclearances must be obtained before another trolley 50 can be triggered219 and released 220 from the upper station 12.

Referring to FIG. 14, a trolley 50 has an arrival process 200 involvingthe termination of the descent 225 or descending 225 from the upperstation 12 to the lower station 22. Upon entering 226 the control areaof the lower platform 24 or lower station 22, the trolley 50 will beattenuated 227. That is, the velocity, momentum, and energy thereof willbe attenuated 227. This results in a stop 227. However, a stop 227 maybe thought of as the end result of attenuating 227 velocity, momentum,and energy to values of zero. Attenuating 227 is discussed in detail inthe references incorporated hereinabove by reference. Thus, thatinformation is incorporated herein by reference, and is not repeated.

Removing 228 the trolley 50 involves releasing the entire top cage 75 ofthe caboose 58 in order to permit removal thereof from the track line20. Similarly, the swing arm 61 is drawn down (e.g., moving the catch 6b up). The swing arm 61 may now be pivoted about the axle 67 away fromthe catch 69 b. Thus, the engagement of the catch 69 b by the swing arm61 is removed.

The swing arm 61 swings forward, away from the caboose 58, therebyclearing an opening for the main roller 62 or wheel 62 to be lifted offthe track line 20. Thus, with the top cage 75 also open (pivoted up andaway from the main block 77 or frame 77 of the brake system 58), thetrolley 50 may simply be lifted away from the track line 20.

Following removal 228 of the trolley 50, the trolley 50 may be tuckedinto a backpack, fitted into a sling or carrier suspended from theshoulder of a user 45, or the like.

Exiting 229 promptly may be quite important for throughput of the system10. Exiting 229 or reporting 229 an exit 229 of a user 45 from the lowerdeck 24 should be imperative. Otherwise, the master controller 40 shouldnot enable 216 the opening of the cable close gate 30 at thecorresponding top station 12 or upper station 12.

In addition to the risk of a fall from one of the decks 14, 24, acollision between a rider 45 arriving at high speed at a lower deck 24presents a risk of substantial injury. Thus, the exiting 229, reporting229, or the like is a key safety provision enforced by the mastercontroller 40.

Enabling 231 the lower deck gate sensor 231 involves the setting ortriggering of a sensor 37 associated with the lower station 22. Thisverifies that the most recent rider 45 to arrive at the lower station 22has cleared the deck 24, thus precluding any collision with an incomingrider 45 arriving thereat.

Reporting 232 may involve reporting all of the detections, including thearrival of a rider 45, removal of the trolley 50 from the line 20, theexit of a rider 45 from the lower deck 24, and so forth. Variousdetectors 37 may be implemented at the lower station 22 to provideassurances through the master controller 40 that safety protocols havebeen satisfied.

Referring to FIG. 15, in one alternative embodiment of a top platformsafety procedure 210, a comparatively simplified embodiment may beimplemented. For example, from a computer logic point of view, opening233 involves reporting 233 the state of the cable close gate 30.

Testing 234 determines whether the interlocks associated with the topstation 12 or upper station 12 have been satisfied. If they have not,then polling 235 the status thereof may result in a notification 236back to the master controller 40 of the status. Until the interlockscontrolling the upper station 12 have been satisfied, the test 234 willnot permit a positive output. That is, a pass results in progress to thenext test 237. A fail of the test 234 results in continued polling 235and notification 236 of the master controller 40.

Testing 237 involves the testing 237 of the lower interlocks associatedwith the lower station 22. Again, failure of the test 237 results inpolling 238 the status of all the elements associated with the lowerstation 22. Notification 239 of the status of the interlocks at thelower station 22 continues to follow up polling 238 or other testreporting 238 of the status of the various interlocks available.Eventually, when all the interlocks test 237 as safe, then a pass of thetest 237 results in testing 240 regarding the rider 45.

Testing 240 of the rider 45 may trigger a failure. This results in theexercise of one of several options 241. In certain embodiments, amonitor and screen will provide for checking to determine where thelimiting or controlling signal is originating. For example, a screen ormonitor may display an instruction to check a particular connection, tocheck a registration, to reconnect, or the like.

For example, in registering with the launch block 32, a trolley 50 mayhave a mechanical interlock in the various components 79 and theinterlock safety dog 80 that must mechanically fit into a receivingregion 81. Proximity sensors 83 may detect a failure to register thetrolley 50, and particularly the caboose 58, in the launch block 32.

However, the safety dog 80 must clear or fit into its designated openingin the launch block 32. Also, the gauge length required for the snapshackle 69 a to engage a catch 69 b is a mechanical distance that mustbe met. It corresponds with drawing the trolley 50 within the launchblock 32 a sufficient distance to provide detection of targets 82 by theproximity sensors 83.

Meanwhile, the proper positioning of a detent 84 that must be physicallymoved by an actuator 85, such as a solenoid 85, or the like may provideanother electrical and electronic mechanism for detecting whether atrolley 50 is properly registered in a launch block 32.

Any of the clearance requirements corresponding to the upper station 12or the lower station 22 may be presented on a screen. Colors, imagesflashing, or the like may indicate status. Such distinctions may thusprovide verification and checking.

For example, a screen may present notices in red indicating that certainmechanisms are not engaged, cleared, or properly secured. Meanwhile, aseach is cleared, the red printing and symbols of failure may be replacedby check marks or other symbols of success. Meanwhile, a message may bepresented in another color, such as green. Thus, until all messages aregreen and cleared, one may or must concentrate on clearing any redmessages with displayed symbols indicating failures.

Ultimately, the options 241 may include an ability to call to a centralsupervision site, buttons to notify the master controller 40, and thelike. Thus, a rider 45 may be able to see results of a test, respond tothe test 240, and particularly cure a failure to pass a test 240.

Once the test 240 is passed, the command 242 to release 242 the trolley50 is literally executed by the rider 45 in person. Detecting 243 andreporting 243 may be done in combination, or in the alternative. Thisresults in the master controller 40 receiving the information that therelease 242 has occurred. The next event will be arrival 200 of anotherrider 45 and trolley 50 at the lower station 22.

Referring to FIG. 16, the various entities represented in a network 140or internetwork 158 to the master controller 40 indicate that manyphysical apparatus may be provided with systems of sensors 37 detectingtargets 35. These are monitored in order to report back to the mastercontroller 40 and coordinate control of the system 10. To this end, thenetwork 140 or internetwork 158 may be either wired or effectivelywireless. It may include links reflected by different bands or differentfrequencies of operation in wireless networks 140, 158. Also, again,each of the blocks in FIGS. 11 through 16 may be thought of as a step ofa process in an “executable” (any program segment of steps implementedin instructions executable by a processor 112 to accomplish a function),a device, a firmware component, or a procedural step otherwiseaccomplished, or a device accomplishing the step.

The present invention may be embodied in other specific forms withoutdeparting from its purposes, functions, structures, or operationalcharacteristics. The described embodiments are to be considered in allrespects only as illustrative, and not restrictive. The scope of theinvention is, therefore, indicated by the appended claims, rather thanby the foregoing description. All changes which come within the meaningand range of equivalency of the claims are to be embraced within theirscope.

What is claimed and desired to be secured by United States LettersPatent is:
 1. A method of operating a zip line, the method comprising:providing a course comprising multiple track lines, each track linethereof suspended between a corresponding upper tower and acorresponding lower tower; providing a trolley comprising a roller;controlling, by a computer system, access by the trolley to a firststation proximate the upper tower based upon the presence of anothertrolley at a location between the second and the first towers;registering an identifier corresponding to the trolley with acomputerized controller controlling the access by the trolley to theeach track line; registering the identifier corresponding to the trolleyproximate the upper station; and registering the arrival of the trolley,based upon the identifier thereof, at the lower station; registering thetrolley mechanically with a launch block fixed to the track lineproximate the upper tower; reporting by one of the launch block and thetrolley to a central processor in the computer system the presence ofthe trolley in a registered position with respect to the launch block;and providing, by the central processor, to the launch block,authorization effective to release the trolley from the launch block fordescent from the upper station to the lower station.
 2. The method ofclaim 1, further comprising: releasing the trolley; and rolling by thetrolley down the each track line from the corresponding upper station tothe corresponding lower station.
 3. The method of claim 2, furthercomprising detecting by the computer system the identified trolley atthe lower station upon arrival thereat.
 4. The method of claim 3,further comprising controlling by the computer system the launch blockcorresponding to the corresponding upper station against release ofanother trolley based upon the presence of the other trolley at thecorresponding lower station.
 5. The method of claim 4, furthercomprising; removing the identified trolley from the each track line atthe lower station; and reporting to the computer system the removing ofthe trolley.
 6. The method of claim 5, further comprising authorizing bythe computer system the release of the other trolley from the launchblock at the corresponding upper station based on the removing of theother trolley at the lower station.
 7. An apparatus operating as a zipline, comprising: a suspension system comprising an upper tower, a lowertower, a track line suspended therebetween, a first station containing aplatform proximate the upper tower, and a second station under the trackline proximate the second tower; a trolley selectively removable fromand attachable to the track line; and a computerized controllerprogrammed to identify the trolley, and control release thereof from thefirst station based upon the presence, absence, or both of anothertrolley proximate the second station.
 8. The apparatus of claim 7,further comprising a mechanical interlock on the trolley effective tolimit operation of the trolley on the track line based upon an opencondition and closed condition of the trolley with respect to the trackline.
 9. The apparatus of claim 8, further comprising: a launch blocksecured to the track line and mechanically configured to receive aportion of the trolley therewithin; and the mechanical interlock beingfurther configured to prohibit registration of the trolley within thelaunch block when the trolley is not in a properly closed and lockedconfiguration.
 10. The apparatus of claim 9, further comprising aregistration mechanism operating with respect to the trolley and launchblock to resist proper registration of the trolley with the launch blockuntil the trolley is properly closed and interlocked about the trackline.
 11. The apparatus of claim 10, further comprising a gate,proximate the upper station, operably controlled by the computerizedcontroller to restrain the launch of the trolley to move along the trackline until the trolley is properly registered with the launch block. 12.The apparatus of claim 11, further comprising a mechanical interlockbetween the trolley and the launch block effective to preventregistration of the trolley with respect to the launch block until thetrolley is properly closed and interlocked to capture the track linewithin the track line.
 13. The apparatus of claim 12, further comprisinga reader operably controlled by the computer system to detect anduniquely identify the trolley upon at least one of arriving at andexiting from at least one of the upper station and the lower station.14. A method of operating a zip line tour comprising: providing asupport system comprising a track line suspended between upper and lowertowers having associated therewith corresponding upper and lowerstations, respectively for launching and receiving, respectively, atrolley traveling along the track line; providing the trolley comprisingan interlock system operable to prevent launch of the trolley from theupper station until the trolley is properly connected and interlocked tosecure the track line therewithin; providing a launch block secured tothe track line proximate the upper tower and effective to receive aportion of the trolley therewithin, only after the trolley has beenproperly closed and interlocked to capture therewithin the track line;and providing a safety detection system computer controlled to preventrelease of the trolley by the launch block based upon safety criteriaprogrammed into a computerized controller programmed into the computer,and based upon detection of safety conditions detected by thecomputerized controller.